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Powerglide trans
- Thread starter cybrfire
- Start date
I have one, but I believe it's BOP bell, is your 4.3 a chevy bell pattern?
I'm pretty sure (99.9%) that GM never did a BOP powerglide trans.
British Slave
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Olds, Buick, and Pontiac did a limited number of BOP bellhousings, and they are rare.
I will check it tomorrow, it was in my pontiac.
I actualy didn't even check assumed it would be since it was in a pontiac.
friend had a old bop car with 2 speed auto in it.
taken from another forum:
Powerglides!!!! Cheap, easy to build, and sell, and a thousand aftermarket parts for them. Cast iron Powerglides stopped in 62 with the 235 six and 283 V-8 still using the cast iron units. The 327 V-8 and the Nova/Chevy II 4 and 6 cylinders all got the aluminum Powerglides in 62 and all cars/trucks 63 on. Forget about ever using a cast iron Powerglide, unless it's for a restoration. The aluminum Powerglide is lighter AND stronger. So, let's only talk about the aluminum Powerglide. Basically, 2 lenths; X-frame cars used the 25" long unit, the rest got 28" units. Course output shafts until 65, then they went to fine spline outputs. They had a rear pump through 66, in 67 the rear pump was dropped. 4, 6, and 283 V-8 engines got the 1.82 first gear planetary, 327, 409, 396, then the 307 and 350 engines got the 1.76 first gear planetary. The direct clutch frictions, as well as the reverse frictions, varied in number from 2 to 6. The valve body was slightly different in rear pump models, as there are two spring loaded check valves. Also the 4 and 6 cylinder Nova/Chevy II models for the most part were air cooled, they had a finned converter and a turbine assembly for the inspection/converter cover, but, they also could be water cooled, meaning they used a cooler in the radiator. AND, the Vega also got Powerglides, those are the factory converters to look for, they stall higher. There were even a FEW BOP patterned bellhousing Powerglides, not the Super Turbine 300 that is frequently called a "Powerglide", because it is a 2 speed trans also. All aluminum Chevrolet Powerglides will fit the 153 4 cylinder, 194, 215, 230, 250, 292 style 6 cylinders, all V-8's, and many of the V-6 late model engines. The air cooled models also have 4 cooling holes or rectangular windows in the bellhousing to help with cooling the converter, so they're easy to I.D. Cost? Well, anywhere from free to $150.00, unless it's been built for racing. Most of mine, I get for free, never pay more than $25.00. I've just finished building 3 to sell to the bracket racers. One I have less than $400.00 in, and I'll be asking $700.00-800.00 for it, and it has just about everything in it. Get the book, " Powerglide Transmission Handbook" by Carl H. Munroe, published by HP Books, it has all you'll ever need to know about the Powerglide. That help some?
Powerglides!!!! Cheap, easy to build, and sell, and a thousand aftermarket parts for them. Cast iron Powerglides stopped in 62 with the 235 six and 283 V-8 still using the cast iron units. The 327 V-8 and the Nova/Chevy II 4 and 6 cylinders all got the aluminum Powerglides in 62 and all cars/trucks 63 on. Forget about ever using a cast iron Powerglide, unless it's for a restoration. The aluminum Powerglide is lighter AND stronger. So, let's only talk about the aluminum Powerglide. Basically, 2 lenths; X-frame cars used the 25" long unit, the rest got 28" units. Course output shafts until 65, then they went to fine spline outputs. They had a rear pump through 66, in 67 the rear pump was dropped. 4, 6, and 283 V-8 engines got the 1.82 first gear planetary, 327, 409, 396, then the 307 and 350 engines got the 1.76 first gear planetary. The direct clutch frictions, as well as the reverse frictions, varied in number from 2 to 6. The valve body was slightly different in rear pump models, as there are two spring loaded check valves. Also the 4 and 6 cylinder Nova/Chevy II models for the most part were air cooled, they had a finned converter and a turbine assembly for the inspection/converter cover, but, they also could be water cooled, meaning they used a cooler in the radiator. AND, the Vega also got Powerglides, those are the factory converters to look for, they stall higher. There were even a FEW BOP patterned bellhousing Powerglides, not the Super Turbine 300 that is frequently called a "Powerglide", because it is a 2 speed trans also. All aluminum Chevrolet Powerglides will fit the 153 4 cylinder, 194, 215, 230, 250, 292 style 6 cylinders, all V-8's, and many of the V-6 late model engines. The air cooled models also have 4 cooling holes or rectangular windows in the bellhousing to help with cooling the converter, so they're easy to I.D. Cost? Well, anywhere from free to $150.00, unless it's been built for racing. Most of mine, I get for free, never pay more than $25.00. I've just finished building 3 to sell to the bracket racers. One I have less than $400.00 in, and I'll be asking $700.00-800.00 for it, and it has just about everything in it. Get the book, " Powerglide Transmission Handbook" by Carl H. Munroe, published by HP Books, it has all you'll ever need to know about the Powerglide. That help some?
Yep, Chevy bell pattern. Wouldn't mind knowing what you'd want for a BOP pattern powerglide. Not something I need but then this whole idea is kinda silly.
That is some information for sure. Only thing missing, where to find one.
